maxim



5 Sheets-Sheet 1.

(No Model.)

H. S. MAXIM.

GAS ENGINE.

No. 296,340. Patented Apr. 8, 1884.

5 Sheets-Sheet 3.

(No Model.)

s. MAXIM.

GAS ENGINE.

No 296,340 Patented Apr. 8, 1884.

(No Model.) 5 Sheets-Sheet 5.

H. s. MAXIM.

GAS ENGINE.

No. 296,340. PatentedApr. 8, 1884.

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E -Jill" mu I Inventor:-

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HIRAM S. MAXIM, OF BROOKLYN, NEW YORK.

GAS-ENGINE.

SPECIFICATION forming part of Letters Patent No. 296,340, dated April 8, 1884.

Application filed October 31, 1853 (No model.)

To @015 whomzit may concern.-

Be it known that I, HIRAM S. MAXIM, a citizen of the United States, and a resident of Brooklyn, New York, temporarily residing at London, in the Kingdom of Great Britain, have invented certain new and useful Improvements in GasEngines, of which the following is a specification, reference being had to the drawings accompanying and forming a part of the same.

My present invention consists in improvements applicable to gas-engines, and particularly a form of motbr or engine invented by me, and described in another and previous application-to wit, No. 28,138.

The said improvements relate more espe cially to means for starting the engine, to means for lubricating the internal parts of the same, and to certain other details of construction, the nature of which will be more fully set forth.

In describing the invention reference is made to the accompanying drawings, which in the main illustrate a special form of engine to which the improvements are applied.

Figures 1 and 2 of the said drawings represent a plan view of the engine. Figs. 3 and 4 are corresponding views, exhibiting alongitudinal vertical section of the same. Fig. 5 is a central vertical section of the gas-pump and lubricator; Fig. 6, a view in elevation of the oiLcnp and appurtenances; Fig. 7, a plan view of the under side of a graduated or index valve; Fig. 8, a section on line a: as, Fig. 5. Fig. 9 is a development of the interior of the valvcchamber; Fig. 10, a 'section on line y y of Fig. 5. v

Similar letters of reference indicate corresponding parts in all the figures.

The letter A designates the main cylinder of theengiue, surrounded by a waterjaeket, B, with which communicate pipes a, for the introduction, and b, for the escape, of water during the operation of the engine. The cylinder 5 A is closed at the rear by a plate, A, through which extends a passage containing an exhaustvalve, G, conical in shape, and provided with astem, 1). This stem extends through an 6X- haust-chamber, m, and is surrounded by a stout spiral spring, a, that acts to keep the exhanstvalve closed. Connected also to the plates, and communicating with the interior of the cylinder A by a passage containing thei from the interior of the cylinder A.

requisite valves, is a gas-pump, M, containing a piston, N, with which connects a piston-rod, K, surrounded by a stout spiral spring, L, acting to draw the piston out. The end of piston-rod K is joined to an arm, G,of a rock shaft journaled in one of the pillow-blooks of the engine. Another arm, H, from the rockshaft carries a roller which stands in the path of movement of an eccentric on the shaft f, and within the fiy-wheel S.

On the opposite side of the cylinder A to the gas-pump are placed the devices for igniting the charges of air and gas introduced into the cylinder. In the present instance the devices shown comprise,mainly, aflamechimney, D, a gas-pipe, d, leading into the same, and a piston or slide, E, chambered or recessed in any proper manner for carrying a flame from the opening in the chimney to the passage loading The slide E is connected to a rod, R, that is reciprocated by an eccentric fixed to the main shaft f. At the rear of the cylinder A is a safety-valve, e. The forward end of the cylinder extends into an air-chamber, O. The piston-rod p of the piston P works through a stuiiing-box, w, in' the end of this chamber. Two or more valves of the common kind, known as organ-valves, are placed in the end of cham her 0 around the stuffing-box. Through the cylinder A are formed a number of perforations, 0 0, at such a distance from the end that the piston 1? may pass beyond them in its normal movement. The piston-rod p is joined by a cross-head to the connecting-rod F, which latter is connected in the usual manner to the crank-shalt f, j ournaled in pillow-blocks g 9.

Under the cross-head slide, and at a point where it will be met by the cross-head near the end of the stroke, is a pivoted lever, T, the lower end of which is connected by a rod, t, with a rod, V, working through a tube, 7W, that passes through the air-chamber 0. Nutlocks are employed at each end of tube W to secure a tight joint, and a spring, V, is coiled around the rodf'v' to keep it in contact with the end of the valve-stein b". The spring V, it will be observed, is necessarily much weaker than the spring a.

The parts thus far described constitute an engine similar to that described by me in other applications.

The-operation and functions of the several ICO parts when the engine is in operation are. as follows: The rotation of the shaft f operates the gas-pump, forcing forward the piston-rod K, and driving the charge contained in the pump into the cylinder A. Meanwhile the piston P is receding and compresses the air and gas in the main cylinder, the exhaustvalve and valve between the gas-pump and cylinder being closed at this time, so that a pressure of about forty-five pounds is reached. At this point the flame is introduced by the movement of the igniting-slide E, and the charge exploded. The explosion drives the piston 1? forward and compresses the air in the chamber 0. When the piston is near the end of its stroke, the cross-head encounters the upper end of lever T, which opens the exhaust-valveO and allows the exploded gases to escape. The piston P, as it travels forward, then passes the perforations 0 0, through which the air compressed in chamber Oat once rushes, and, expanding, drives all of the exploded gases out through the exhaust-valve G, filling the cylinder again with pure air.

The expansion of the air from the heat will increase its volume sufficiently to cause it to rather more than fill the cylinder, so that it would not only drive all the exploded gases before it, but a little of the air itself will pass through the exhaust-valve G. On the returnstroke the piston P passes the perforations 0 0 and draws into chamber 0 a fresh supply of air through the valves X. After it passes the holes 0 0, the exhaust-valve C is closed, and at this moment another charge is forced in from the gaspump, and the operations described are repeated.

Considerable difficulty is experienced in starting an engine of this kind, mainly on account of the compression of air and gas within the main cylinder by the return movement of the piston. -In order to obviate this, I have combined with the means for opening the exhaustvalves mechanism which operates to hold the exhaust open for a sufficiently long period to prevent any considerable degree of compression until the engine shall. have attained a certain speed. These devices constitute the firstpart of my present invention, and are illustrated in Figs. 1 and 3.

To the top of a standard, a, on the frame of the engine, is pivoted a lever, I. Aspring or a spring-plunger, t, forces this lever toward the slide upon which moves the cross-head. The leverI is notched at t" in such manner that it willengage and hold the end of lever T when the latter is forced forward by the cross-head. On the cross-head is a rounded lug, J, that encounters the lever I and forces it away from the slide against the force of the spring-plunger i and disengages the lever T.

J is a pin forced downward in guides or any suitable support, J, and is so situated that it will enter a perforation, h, in the lever I and lock the lever when it has been moved away from the slide sufficiently to allow the cross-head to move back and forth without touching it. In starting the engine,.the pin J is raised, permitting the lever I to move over toward the slide in obedience to the force of the plunger 1'. The engine is then turned by hand until the lever T is encountered by the cross-head and moved into aposition where it will be held by the notch 6. By this means the exhaust-valve O is opened and held soduring the backward movement of the piston, so that no compression takes place in the cylinder A. When the cross-head encounters the portion 0 of the lever I, however, the lever T is set free and the valve 0 closed. This, by a proper relation of the parts, is made to occur shortly before the end of the back-stroke, so that a slight compression of the air and gas in the main cylinder takes place. When the charge is exploded, the piston will be driven forward, and sufficient motion imparted to the engine to bring back the piston. On the forward movement of the cross-head the lever I is forced to one side by the lug j, but not sufficiently to bring the perforation h under the pin J. The engine runs in this way until its speed increases sufficiently to drive the lever I, by the sudden contact therewith of the lug j, over sufficiently to be locked by the pin J, after which the lever T, being controlled by the movement of the cross-head alone, a full compression takes place in the cylinder.

For lubricating the interior of the engine, and for regulating the. character of the explosive charges, I have devised the apparatus illustrated in Figs. 5 to 10.

M is the cylinder of the gas-pump; K, apor tion of the piston-rod, and N the piston. The cylinder M communicates with a three-way pipe, B, one branch of which (designated by n) communicates with the interior of the cyltains one or more self-closing valves, to prevent the return of airv into the cylinder M. The upper end of pipe B is closed by a recessed perforated cap, m, under which is a perforated plate, 00, from which is suspended bya spiral spring a valve, 0. In the pipe B, above valve 0, is an opening, (2, for the ad mission of air. A perforated sleeve, E, surrounds the pipe B, and is adjustable around the same for the purpose of varying the size of the orifice d. In the lower part of pipe B is a check-valve, F, opening upward and shutting off, when closed, communication with a gas-supply through a pipe, L.

- M is a cock consisting of a conical body, 0, with an orifice, p, of substantially the shape shown in Fig. 9, and fitted into the end of pipe B, so that the orifice 1) may register with the pipe L. The rim of pipe B around the cock M is graduated off in a scale, N, and the handle P of the cock carries a pointer, 15, so placed that its position with reference to the scale indicates the size of the passage from pipe L to pipe B through the orifice p, or the amount of gaspassing through said orifice under a given pressure and for a given time.

.inder A through the cylinder-head, and con- IIO inder M, which is filled by the air and gas which enter through valves G and F, respectively. \Vith the air enters a small quantity -oi' oil, which is forced along with the charge of mixed air and gas into the main cylinder A. In this way the interior of the cylinder is lubricated.

To insure an even and proper working of the pump, it is necessary that its cylinder should be filled at each strokethat is, that a vacuum should be avoided-and it is also important that the charges of gas should not be too heavy. If there is no obstacle to the entrance of air, no gas will be drawn in, while, on the other hand, if the entrance of air be obstructed, the cylinder would be filled with pure gas. To regulate the charges and secure the proper working of the pump under all conditions, I use the adjustable air-passage and the adjustable gas-cock in addition to the check-valves. The movement of the pumppiston, with the proper adjustment of these valves, fills at each stroke the pump-cylinder with a charge containing the proper proportions, which is forced into the main cylinder.

Though described in connection with an engine of special construction, it is obvious that my improvements, with such unimportant changes as will adapt them to particular cases, may be used with many other engines.

In the present application I do not claim the construction of the engine shown, except in so far as the same enters into combinations with the devices for starting the engine, for lubrieating the interior of the same, and for regulating the explosive charges.

hat I new claim is- 1, In an air or gas engine containing avalve for permitting the escape or exhaust from the cylinder of the products of combustion and a moving part for operating or controlling the said valve, the combination, with such moving part, of a locking device constructed or arranged to maintain the exhaust-valve open beyond the normal limit of time, whereby too great compression in the cylinder is avoided, as and for the purpose specified.

2. In a gas-engine, the combination of a working-cylinder, piston, piston-rod, and cross head, an exhaustvalve for permitting the escape of the products of combustion from the cylinder, a lever in the path of movement of thecross-head, and intermediate connec tions for opening the exhaust-valve, and a locking device for maintaining the exhaustvalve open beyond the normal limit of time when the engine is starting up, the said de vice being actuated or controlled by the moving cross-head, as and for the purpose specified.

3. In a gas-engine, the combination of a workingcylinder, piston, piston-rod, and cross-head, an exhaust-valve for permitting the escape of the products of combustion from the cylinder, a lever for operating the exhaust- Valve, and a spring-actuated lever for looking or holding the same open beyond the normal limit of time when the engine is starting up, the valve-controlling and locking levers being both in the path of movement of the crosshead, but arranged to be encountered by the same at different portions of the stroke, all as set forth.

4. In a gas-engine, the combination, with the exhaust-valve, a lever for operating or controlling the same, and a lever for locking or maintaining the valve open beyond the normal limit of time, constructed and arranged for operation in substantially the manner described, of a retaining-pin or locking device for engaging with and preventing from action the locking-lever, as and for the purpose set forth.

5. The combination, with the working-cylinder of a gas-engine, of a pump forcing explosive charges into the same, air and gas passages communicating with the pump-cylinder, automatic or check valves contained therein, and an adjustable or index valve for controlling the'supply of gas, as and for the purpose specified.

6. In a gasengine of the kind described, the combination, with the piston and crosshead, of the lever T and devices connected therewith for operating the exhaust-valve, the pivoted locking-lever I, and the spring or spring-actuated pin 71, all substantially as de scribed.

7. The combination, with the piston and cross-head in an air and gas engine, of the lever T and devices connected therewith for operating the exhaust-valve, the pivoted locking-lever I, spring '1 and retaining-pin J, as described.

8. In a gas-engine, the combination, with the pump for forcing explosive charges into the working-cylinder, of the pipe B, for admitting air and gas into the pump-cylinder, and an oil-cup for dropping-oil into the pipe B through the air-port, as and for the purpose set forth.

9. In a gas-engine, the combination, with the pump for forcing explosive charges into the working-cylinder, of a vertical pipe, 13,

having a valve or port for the admission of gas below, and a valve for the admission of air above, the perforated cover, an oil-cup secured above the same, and means for regulating the amount of oil supplied from the cup, as described.

In testimony whereof I have hereunto set my hand this 17th day of September, 1883.

HIRAM sptmxnu.

Witnesses:

N. DE Kana'rn, SIDNEY H. LEE. 

